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Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely includei in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: Les cartes, planches, tableaux, etc., peuvent dtre fiim6s A des taux de reduction diffdrents. Lorsque le document est trop grand pour dtre reprodult en un soul cliche, il est film6 d partir de Tangle supdrieur gauche, de gauche d droite, et de haut en has, en prenant le nombre d'images ndcessaire. Les diagrammes suivants illustrent la mdthode. 1 1 2 3 1 2 3 4 5 6 wmm MP ^ REPOET ox DEEDGINCt in lake ST. PETEB, MD ON THS IMPBOVESIEIVT OF THE BITER ST. UWUEKCE. BETWEEN MONTREiVL AND QUEBEC, (WITH CHARTS,) BV THOS. C. KEEPER, KNIilNEKa, MONTBEAL HARBOUR COMMlSalON. ^ublW^rt !>u Oxtitt at t^e mantteiLl ©artour Commiiiiancxi, HON. JOHN YOUNG, Chaieman. ilfloutreal: PRINTED BY JOHN L0VP:LL, ST. NICHOLAS STKKKl". 1 855. wmtm utmjm. r # ENGINEER'S .REPORT. — .^/^/^Z S •'i> »^##"«"' Montreal, Ut March ^ 1855. To THE Honorable John Young, Chairmun Harbour Commissioners, Montreal, Sir, — I have the honor to acknowledge the receipt of Mr. Glass' letter of 6th January, transmitting the reports of Capl. Bell, Superintendent to the Commission, with a request that I should report upon the same — review the past progress of the works— and give my views with reference to future operations. The documents published in February, 1853, give a clear and connected history of the operations of the Harbour Commissioners up to that date. Since then, two work- ing seasons have elapsed — the scale of operations has been materially enlarged by a decision to carry a depth of tivcntij feet at low water through Lake St. Peter, instead of one of sixteen feet, which was the maximum aimed at in the instructions to the Board of Engineers in October, 1850 ; and the question of the enlargement of the Harbour of Montreal has been presented in a manner which indicates that this work cannot be much longer postponed. Moreover a survey of the River has defined the nature and extent and demonstrated the practicabil- ity of the removal of all the obstacles to the attainment of a depth of twenty feet at low water, above and below Lake Si. Peter. Und^r these circumstances the present appears to be a proper occasion for reviewing the proceediflgs of the past, as the best means of explaining, as well as of vindicat- ing the arrangennents for the futur*?. I will endeavor, (at the risk of repetition,) to present the question so that strangers, without the aid of charts, may be able to appreciate the extent and importance of the work. The rapids of t!ie River St. Lawrence terminate at the City of Montreal, — from which point to the sea the current of the River oilers no obstruction to the ascent of ocean craft. The influence of the tides is felt within fifty miles of Montreal, but their regular rise and fall is not perceptible until we descend about one hundred miles below this City, At the first point below this City, where the influence of the tide has been observed, the river expands into a lake about twenty miles in length by nine in width, called Lake St. Peter. This lake is crossed by three ** banks " or " bars " which enclose between them two " pools " in which the depth exceeds twenty feet ; the first of these pools is one and a quarter miles in length, and 800 feet in average width, and the lower one, four and a-half miles in len th and nearly half a mile in width. The ship channel is in the general direction of these pools, and near the centre of the Lake ; between it and either shore there is a broad margin of shoal water, avera2;ini? two miles in width on the north and three and three-fourth miles on the south of this channel. The main " bank, " which divides these two pools, is known as the " flats of Lake St. Peter," and measures, from a depth of twenty feet at low water in one pool to the same depth in the other, eight and seven-eighth miles* The top of this bank is very level, having a uniform depth of eleven feet at low water, for a distance of four and a-half miles measured on the line of the ship channel. Across the head of the upper and the foot of the lower pools are two bars which separate the main channel, 8 enterini:( and leaving tlic Lake, fiom the two pools above described. The least depth on the Upper Bar, (or Battnre du Lac,) was twelve feet at low water, and the distance across this bar, between the depths of twenty fee at low water, is nnsLXiy one and a-half miles. The depth on the Lower Bar (opposite Nicolet River) is sixteen and a-half feet, and its extent, between twenty feet soundings on the line of the channel, is one and a-fourth miles. The aggregate length of dredging at the Upper Bar, the Flats, and the Lower Bar, for a depth of twenty feet at low water, will be about eleven and a-lialf miles, measured on the line of the old ship channel. The average depth in the channel of the River St. Lawrence, between Montreal and Lake St. Peter, with the exceptions hereafter to be described, may be taken at thirty feet. Below Lake St. Peter the depth in the channel is generally thirty to forty feet, increasing, as we approach Quebec, to sixtj/ and one hundred feel and over, with the exception of that portion of the River opposite Sle. Anne de la Perade, where there is a general depth of twenty-four feet at low tide, and where the bed of the River is strewn with huge rocks or boulders. Here there is a narrow bar of blue clay with only sixteen feet water upon it at low tide. At this latter point there is a tide of six and a-half feet at springs, and four feet at neaps, so that, at high water, there is no obstruction to a twenty feet draught. It is not to the purpose here to discuss the origin of the Flats of Lake St. Peter, further than this question bears upon the important one of the permanency of the artificial channel now in progress through the lake. If the fine clay of which the flats are formed has been swept out of the numerous channels formed by the islands above Lake St. Peter, this has taken place at so remote a period, that the supply from which the flats were then formed has been exhausted, — and the River, having cut out its required dimensions of channel, has protected these from further encroachments by a lining of stones, »ancl, or gravel. The action of tlie ice upon the bed and slopes of the River Un-^s tiie shores with a facing of boulders — ^just as the ocean and tlie lakes heave up nhinde and sand as barriers to their own further inroads on the land. The direct action of the ice, in this climate, has more influence on the permanence of any artificial channel, than this indirect action in staying the dcBCent of detritus. Wherever large masses of ice are grounded upon a yield- ing substratum they act as temporary islands, diverting the course of the current, increasing its intensity, and concentrating its energy on the open spaces between the grounded bergs of ice. To this cause is to be attrr the "shifting of the channel*' through sand b? which the ice rests : but, noUvithstanding the dfcsc those immense quantities of ice which " pack " " ground " so as to alter the current during winter below Montreal, it is satisfactory to know that no difficulty is to be apprehended from such action of the ice in Lake St, Peter. The winter level of the Lake ir raised six feet and upwards, before it freezes over, by the accumula- tion of ice and the consequent obstruction made to the discharge of the River below the Lake. The ice forms of even thickness, and as the depth near the channel is seldom less than eighteen or twenty feet the winter current is consequently weaker than the summer one^ The dredged channel through the Lake occupies nearly a central position, both with respect to length and breadth ; it is therefore too far removed from the mouths of the lateral rivers flowing into the Lake io receive their detritus ; and as regards any deposits from so clear a stream as the St. Lawrence, these could only reach the excavated channel by the aid of such a current as would carry them on through the Lak«. The oldest known charts shew that little change has talcen place in Lake St. Peter, and from more than half a century's experience we may come to the conclusion that the maintenance of the artificial channel now in progress is not seriously threatened by the action of any natural causes. An examination of the old dredging donu by the Board of Works in 1844, '43, ' 40, and *47, after a lapse of seven to ten years, shews thai ti.e ridges left between the " trench cuttinga" are still well defined,— and no perceptible change either for better or worse is to be discovered in lliis part of the Lake. 8TKAI0IIT AND SATfRAL CHANNELS, With respect to the question of the route lor an artificial channel through Lake St. Peter, that may now be considered as settled ; and, as there is now r. navigable channel, two hundred and fifty and three hundred feet wide with sixteen and a-half feet depth a ow water, over the flats, where there was formerly only eleven feet, the propriety of the route adopted by the Harbour Com- missioners need not be vindicated. The recent deter- mination, however, in favor of a twenty feet navigation, instead of one of sixteen feet, (which was the maximum where the question of the " straight '* and " natural " routes was discussed,) may fairly be claimed as one of the most important results of the decision in favor of the " old channel.'* To explain this it is necessary to refer to the history of the operations in the Lake. It will be remembered that in 1844 the Government commenced to dredge a straight channel about ten miles in length, from a point below Stone Island, (at the head of the Lake,) to the head of the lower pool heretofore described. This would have avoided both the Upper Bar and the Flats, and have shortened the route through the Lake nearly one mile. After working until September, 1847, when £73,955 had been expended for outfit and operations, in removing what now appears to have been less than 350,000 cubic yards, measured in excavation, the scheme was abandoned. In 1850, the two dredges were transferred to the Harbour Commissioners of Mon- treal, who commenced operations in the following year, in the "old," or "natural" channel, and up to 1st January, 1855, have dredged 1,818,1 10 cubic yards, mea- stired in Ihe scows, (or 1,298,650 cubic yards, measured in the cut,) and removed by harrow 6a,436 cubic yards, a* a total cost of £74,000 for operations and outfit,— in which is included a sum of £l ^,000, as the value of the two dredi'es obtained from the Board of Works. In the ore case, four years of time and nearly £74,000 in money >\ re expended witliout any practical result,— the straight channel remaining now a» when abandoned ; in the other, each successive season since the commence- ment has increased the draught and tonnage of sea-going vessels arriving at Montreal. This diflcrence in result is owing chiefly to better management, and to a superior sys- tem of dredging established by Captain Bell, Superin- tendent to the Harbour Commissioners ; and in some measure to the adoption of the old channel, where by taking advantage of the existing pools of deep water a less lenglli of dredging is required, and therefore an addi- tional depth to the channel is sooner given. Although the " straight channel " would have shorten- ed the route through the Lake, yet as it was wholly an artificial one then was a greater amount of work to be done in' it. Captain Bayfield, in 1846, estimated the dredging in the straight channel, for a depth of only four- teen feet at low water, 2G0,000 cubic yards more than that required to produce the same result in the old chan* nel. In extending the work, however, to a depth of twenty feet, the economy of the old channel is much more ap- parent. The number of cubic yards to be removed, in order to give three hundred feet in width with twenty feet water in the " straight " channel, is no less than 1,180,000 more than is required to produce the same re- sult in the "old'* channel ; — which, at 7^d. per cubic yard, (or one-half of Captain Bayfield's estimate,) makes a dif- ference of £36,875 in favor of the route chosen by the Harbour Commissioners. ANNUAL rUGGUESS IN LAKE ST, PETER. The Harbour Commissioners commenced operations on the I2th June, 1851, with one dredge and the harrow, and on the 3rd of Novcml-r, in same year, a channel seventy- five fet-t wide, two feot deep,andfonrmili's in Unii^th, was cm throiiga the highest part of the Hats. On ll'i »lh oi'NoV- ember the ship "City of Manchester" was loaded down Xo fourteen feet— the depth on the Flats t'ien being tirtlvd feet—and taken through the lake without i^lacking speed. Thus, in less than five months, two feet were added to the draught of sea-going vessels trading with Montreal. In the .sprinit of 1853 the harrow was eHi})loy«'d during high water, in May and June, upon the Upper Bar, the depth upon which was thereby increased about three feet, leaving a channel one hundred and fifty feet wide and fifteen feet deep at low -;ater— or four feet deeper than the flats. Two dredges worked on the flats from the latter part of May until the 16th of November, ■ by which time they had widened the channel (from seventy.five) to one hundred and fifty feet, and deepened it (from two) to four fef;t. The length of the channel of 1851 was also increasni (from four miles) to five and a halt' milesj—this additional length of dredging being required in consequence of the increased depth. Thua at the close of the second season, or in less than eleven months of actual work, a -hanncl of one hun- dred and fifty feet in width and four feet of additional depth w^as cut through the " Flats " and the Upper Bar, at a cost of £47,230 for t)perations aiid outfit, (in which ^10,000 is allowed for the dredges ;) or, in other words, n ciiannel of the same width and one foot greater depth, than that which the Government had failed to secure in the new route with a far greater expenditure of time and money. The Harbour Commissioners were notified, in November, 1852, by the Superinlendent that he was then prepared to take a vessel through the ..ake, drav/ing four feet more water than any which had hitherto left Montreal at that season of the year. Throughout the season of 1852 the sea-going vessels made use of the new channel, and many of them were loaded down twa ;et deeper than the water on the flats. fe« a A vessel of sufficient capacity could not be obtained (at that late season of the year,) to test the capacity of the channel in Nove.-nber, 1852, but this was done on the 24th of August, 1853, by the Barque " California," which was loaded down to sixteen feet two inches, when there was only twelve feet on the flats, and taken from Mon- treal through the Lake without delay or difficulty. At the close of the season of 1853 the channel of 1853 was deepened, throughout, one foot six inches, giving sixteen and a-half feet at low water ; and a part of it was widened (from one hundred and fifty feet) to two hun- dred and fifty, and three hundred feet. The operations of 1854 in the Lake have been confined to widening the channel, and there is now, with the ex- ception of about ten days work, a channel through the Flats two hundred and fifty to three hundred feet wide, and having in it sixteen and a-half feet at low water. This has been effected at a total cost of £74,000, includ- ing £10,000 as the value of the two dredges obtained from Board of Works. Tims, within the same period of time, and for the same sum of money as has been ex- pended on an ineffectual attempt to obtain a channel one hundred and fifty feet wide, with fourteen feet water on the straight line, one of two hundred and fifty and three hundred feet in width, with sixteen and a-half kel at low water, has been given through the Flats, and one of one hundred and fifty feet in width, with fifteen feet water through the Upj)er Bar. OBSTRUCTIONS ABOVE AXD DELOW LAKE ST. PETER. No subsequent testing of the channel, to that by the " California" in 1853, has since been made, for the fol- lowing reasons : About thirty miles below Montreal, between Lavaltrie Island and Isle Platte, a broad shoal stretches across the River, consisting of blue clay covered with gravel and boulders. The original depth over this shoal, on the line of the channel, was the same as on the fiats of Lake St. Pe;rT, ,iz: eleven feet at low water. t f i I While the dredges obtained from the Board of Works were employed in the Lake^ the Harbour dredge was brought down from Montreal, in 1851, and on the 18th August, 1852, she had cut a channel through this shoal two hundred and fifty feet wide, and four feet deep. This dredge was then removed to a small bar opposite Isle du Lorier, or St. Laurent, (a little below Varennes,) which she reduced to the same depth, in that year. When the " California" was taken down, drawing four feet more water than usual, it was found that she ** touched " at Pointe aux Trembles, Varennes, Isle a la Bague, Ste. Sulpice, and Ljvaltrie Island, although the Pilots main- tained that she followed the deepest channel in the River. Before any additional advantage, therefore, could be gained for the trade by increasing the depth in Lake St. Peter and at Isle Platte, it became necessary to ascertain the nature and extent of all the obstructions between these points and Montreal ; and, particularly, whether the channel known to the Pilots, and defined by the River lights and beacons, was really the best that could be obtained. It will be apparent, that so long as the flats of Lake St. Peter were the guage of the draught of vessels ascending the St. Lawrence between Quebec and Mon- treal, no vessel drawing more than eleven feet at low water had ever navigated the River above the Lake. The channel known to the Pilots, therefore, had never been tested for any increased draught, and as soon as this was done, (in consequence of the deepening in the Lake,) the Pilots' channel became obsolete, — because their actual experience of the River did not extend to a draught greater than eleven feet at low water. On the sixth of September, 1853, I was requested to report the best means of dealing with the obstructions revealed by the " California" on her passage outward, in the preceding month ; and, in reply, recommended an examination of the River, for the purpose of comparing the existing channel with others indicated on Bayfield's 10 Charts, and of ascertaining what scale of navigation was tvithin the reach of the Commission, in case that, from the success of previous operations in the Lake, it might prove desirable to continue tlicse to a greater depth llian originally proposed. This recommendation was adopted, and immediate steps were taken for carrying it out, so that the examination was completed, and on the 25th of October I reported the result. It was found that between Varennes and Lavaltrie Island, and between Cap Madeleine, (below Three Riv- ers,) and Isle Bigot, the route lighted and marked by the Pilots did not aflord more than sixteen feet at low water, and was not in the main channel — or the deepest part of ihe St. Lawrence. The obstructions at Pointc aux Trembles were found to be clay, and of trilling extent ; but, from Varennes to Lavaltrie, the north channel at present navigated is studded with numerous " pouls'''' caused by loose rocks or boulders, having narrow channels with sharp turns be- tween them, and exposed to cross current of the Ottawa, the greater part of the waters of which flow over into the south channel, and pass by Vercheres. The channel south of the Vercheres Islands was then examined, and found to have a depth of thirty to sixty feet, with the ex- ception of one point opposite Cap St. Michel, where this channel appears to have been partly closed up by a land slide, which, together with the fact that the north channel has had hitherto sufficient water for any vessel which could pass Lake St. Peter, accountfor its disuse. The bank at Cap St. Michel was bored, and found to be clay, much more easily removed than the '-'• pouh " of the north chan- nel. In every respect the south channel is superior to the north one; its greater depth giving less current, and its bold shore and high banks making it more easy of navigation at night or in a fog. Below Three Rivers the south channel, in front of Becancour, gives a depth of thirty to forty feet, without any obstructions requiring more than lights, buoys, and 1 [, ' I ^ II beacons. By adopting this channel, the shifting sand bar known as the " Provcnchc Shoal'* will be avoided. This is of great importance, as ttiis sand bar appears to have been formed by the Hivev St. Maurice, and is still acted upon by it, making it doubtful whether a channel could be maintained, for a greater depth than heretofore used, without continual dr< Iging. That ♦he present ship channel over the shoal is not the channel of the St. Lawrence is evident from the fact that the dark waters of the St. Maurice are found in it unmixed with the blue water which ilows by Becancour. The only place below this where twenty feel draught can not be used at all limes of tide is at Poinle a Levraut, (opposite Ste. Anne,) vv^here the bar of blue clay before alluded to is found — insignificant in extent and over which vessels can always pass, drawing twenty feet, by waiting for the tidi*. MODE OF DKEDGIXG. On comparing the operations and expenditure of the Board of Works in the four seasons from 1844 to 1847" inclusive, with thos'^ of the Harbour Commissioners in the four seasons from 1851 to 1854, we cannot fail to be struck with the difference in the cost of dredging per cubic yard, as much as with the immediate and bene- ficial results to the trade, arising from the later manage- ment. While much is no doubt to be ascribed to the selection of the old channel by the Harbour Commission- ers, it cannot be doubted that the system of dredging established by Captain Bell, had it been applied to the straight route, would have resulted in opening that channel to the trade long before the period at which it was abandoned by the Board of Works. The importance of this system, as well as its bearing on future operations, is such as to call for a description of its advantages; — while the fact that a greater amount of work has been done and a greater result produced in less time and at less cost by tlie Harbour Commis- n sioners, under Capt. BelPs system and superintendence, than in any other dredging operations heretofore under- taken — makes it a subject of the highest interest to the pro- fession, as well as to corporations or other public bodies or departments requiring a large amount of dredging to be done. Under the old system the dredge was moored to its work by two chains laid out forward in the direction of the channel to be excavated. In going ahead a ditch was cut the width of the buckets, (and of a depth pro- portional to the hardness of the material,) as far as the length of the chains would permit ; the buckets were then lifted, and the dredge dropped back to the place of beginning, when the process was repeated by cutting a similar and parallel trench until the proposed width of channel was attained. Between these parallel trenches a ridge from one to two feet in width was left,--it being impossible to cut these trenches without leaving a ridge to sustain the " tumbler," which otherwise would have carried the buckets out of cutting into water, bringing • them lip empty. After the channel had thus been « grooved" or " fluted" by the « trench cutting" system, the removal of the intermediate ridges was commenced. To steady the buckets upon the narrow space guys were employed, and in working ahead to feed the buckets the direction of these guys was necessarily altered whereby the dredge immediately lost her hold of the bottom. The bucket frame was then lifted, the vessel again steadied upon another ridge, and, after all, the bottom instead of hfiing uniform in depth was left like the teeth of a saw. When it is remembered that these operations were carried on in a wide lake exposed to wind and sea, with a cur- rent of about one mile per hour, the great loss of time in raising and lowering the buckets, in " dropping back," "guying out," and " steadying" over the ridges, the cost of fuel, wages and provisions during this loss of time, — the cost of these items for each dredge with her tender being about £30 per diem,— and the utter impossibility IS - ^ ■ 1/ of doing anything like true work under such circum- stances— will be appreciated; nor can we resist the conclu- sion that, under such a system, with any appropriation which Parliament would sanction, failure was inevitable where a channel ten miles in length and three hundred feet in width, with sixteen feet at low water, was attempted. When making the Survey of the Lake upon the ice, in March, 1854, I caused to be measured and sounded the channel excavated by the Board of Works, taking cross sections at every five hundred feet. I annex across sec- tion of the bottom in this channel, taken in January of this year, and also one (taken at the same lime) of the channel dredged by Captain Bell, by which the difference in execution of the two systems is strikingly illustrated. The condition of the Board of Works channel, after the lapse of seven years, is satisfactory so far as it indicates that little change has taken place, judging from the clear- ness with which the ridges are still defined, although from the great discrepancy in the measurement of the excav.ation done, as made in 1854 upon the ice, compared with the returns made after the suspension of the works in 1847 and 1848, would go to shew either a large error in one of the measurements, or an extensive " sil- ting up " in this channel. I cannot learn that any measurement was made, on the suspension of this work, in the manner since done by me, but have understood that the quantities supposed to have been removed were arrived at by calculations as to the contents of the buckets, scows, and the " average work " of the dredges, I find the quantity removed in the Board of Works channel to be 332,044 cubic yards, instead of 734,945 cubic yards, which is the sum of the two returns in the Reports of the Commissioners of Public Works in 1847 and 1848. The difference may in some measure be accounted for by the assumed length of dredging, as determined by the buoys and a nautical survey, proving considerably more than the actual length as measured on the ice. I found thai the distance across the Fiatsr, between known points in the old channel, measured half a mile less (in a distance of six and a-half miles) on the ice than on the charts. A similar miscalculation may have been made in estimatins; the Board of Works chan- nel ; but this would only account for a portion of the dis- crepancy. If w^e deduct the whole of the outfit (making no charge for depreciation,) it would still appear that about £33,500 were expended *' in operations " in the new channel. Taking the present measure 'Tient of 332,044 cubic yards, and setting olf any work done in piling groins, &;c., agjiinst the depreciation of outfit, the actual cost of that drodgi:]g, measured in the cut, cannot be set down at less than two shillings currency per cubic yard. To have secured a channel on the *' straight linCj" of the same dimensions and with the same water as that which has now been made by the Harbour Commissioners on the old route, would have required the removal of 1,750,000 cubic yards, in addition to the 332,044 removed, which at the same rate of cost (two shillings per cubic yard) would have amounted to £175,000, making the total cost of the new or straight channel £249,000 against £74,000, the .ictual cost including outfit, of an equally efficient channel upon the old route. But, inasmuch as the amount of excavation in the new channel would exceed that recpiired in the old, (fcr the three hundred feet in width, and sixteen and a-half feet in depth of water,) by about 750,000 cubic yards — if the cost of this amount be deducted, the figures v^rould stand £174,000 against £74,000, as the cost of an equal amount of work in the two channels. If, as appears from present measurements, 2s. per c. yard was the actual cost in the straight channel, the difference of £100,000 is the measure of the amount of economy in favor of the improved system of dredging adopted in the old chan- nel, which system I now proceed to describe. The system employed by Captain Bell, on assuming the charge of operations in the Lake, is that known as" radius cutting," as distinguished from the ordinary or " trench u cutting'* method. The dred ch mctnod. inc cirecigc is moored on ciiam.s leading from the bow and stern in the direction of the channel, and also by four chains at right angles to the channel, one out from each quarter of the vessel. In this position, she may be compared to a turtle^ chained by the head, tail, and the four legs, and floating over the channel to be cut. Instead of cutting a continuous trench, by hauling ahead on the bow chain, the buckets take a feed of two or three feet, after which this chain remains taught, and the dredge is breasted over, by means of the side chains, broadside on, from one side of the channel to theother, the buckets crossing the whole width of achannel of 150 feet, and leaving the bottom true and even. When the opposite side of the channel is reached she is heaved forward for another feed, andreerossesthe channel in the same manner, cutting from left to right and from rigiit to left alternately. Her bucket frame, sweeping across the channel, acts as a huge plane with revolving cutters ; thus, from the very nature of the system, there is a guar- antee that when she has once gone over the ground no obstruction above the level to which the buckets were lowered can have been left behind. The four side wincheg are worked by the engine. The adaptation of the old Board of Works dredg-es to this mode of working? is due to Captain Bell, and to this arrangement chiefly 1 attribute the great advance made in dredging. I am not aware of any similarly efllcient gearing in use elsewhere. In the *' trench cutting " method, it is necessary to heave ahead on the bow chain in order to feed the buckets while the latter arc cutting. This strain is avoided in the "radius cutting V plan, where the bow chain is only wound up w^hen the dredge lias crossed the channel, and remains of the same length while the buckets are cutting. Again, the irregularity of the working of the buckets, when removing the ridges in the trench cutting systemj was productive of greater wear and tear on the machinery than occur in the improved method where they are con- stantly in full work. I 16 COST or DREDGIN'O. In order to estimate the cost of the dredging, accurate surveys were made on the ice early in 1854, and soundings were taken at Pointe aux Trembles, Cap St. Michel, and Lavaltrie, as well as in Lake St. Peter, by which the quantities to be removed for successive draughts of water have been calculated 5 the estimate is appended to this Report, I hav? analysed the cost of dredging in Lake St. Peter, from which it will be seen that the cost per cubic yard, measured in the scoivs^ for raising and depositing at the distance of half a mile, is under five pence. This price excludes the cost of outfit, which for work already done has amounted to £18,000. The cost of new outfit for the 20 feet draught will amount to about £19,000. As this machinery is available for many years work it is only the depreciation which is needed to shew the whole cost of dredging. If, however, we assumed that the present outfit, (the charge for repairs being embraced in the above annual cost of dredging,) will be annihilated on the completion of the work, that is when about 6,000,000 cubic yards, measured in the scows, has been dredged, the charge per cubic yard, on account of this outfit, would be under three half pence per cubic yard. As, however, one of the dredges embraced in the above calculation is perfectly new and has not yet commenced work, and both the others are being lengthened and strengthened, there is every reason to believe that the dredging fleet, on the completion of the channel three years hence, will be in a thoroughly efficient state. I consi , therefore, that an allowance of one penny per cubic yard will be at least a sufficient charge for the depreciation of the outfit, which, added to the average of 4|d., makes the total cost of dredging 5^d. per cubic yard, measured in the scow. If an allowance of forty per cent, be made for the difference between the measurement in the scows and thai in the cutting, which n allowance I find to be ample, the highest cost of raising and depositing (at a distance of half a mile) a cubic yard of solid excavation will be about 7|d., — a price lower than the same work could be done, under the most favorable circumstances, upon dry land, and far below the cost of dredging, and depositing under such circumstances on any work known to me. No account has been taken of the interest on loans for carrying on the work, which interest is paid out of revenue; — an addition of three half- pence per cubic yard, upon the quantities already dredged, covers this item, — making the whole^cost 9^d. per c. yard measured in excavation. It must be admitted that the material is as favorable for dredging as it possibly could be, and the one circum- stance most conducive to economy is that the buckets are always in full work. On the other hand, the working season is short — the price of coal is high, and there has been much detention from wind and high water. In order to show the actual working time and the delays from every source, I have prepared tables taken from the Superintendent's books which shew the extent of daily interruption and explain the cause of it. The investigation and analyses exhibited in the tables are presented for the purpose of sustaining the estimate I have made of the probable cost of completing the chan- nel through the Lake. The principal item which in- fluences the cost, and in which any important fluctuation may be expected, is the price of coals. In this, as well as the items of labor, provisions, &c., I have provided for the extreme high rates of 1854, which are not likely to be exceeded, and from which some diminution may rea- sonably be expected. It will be seen that the actual cost of dredging in 1854 was four pence hall-penny per cubic yard measured in the sco^s, and as the quantity remaining to be removed is measured "in excavation" and not " in spoil," I assume seven peace half-penny B 18 per cubic yard as a fair estimate of the probable cost, exclv^ive of interc^st, depreciation, or outfit. In January and February, 1854, I measured " i.. exca- vation" the whole amount of dredging done by Captain Bell, and found it to amount to 815,000 cubic yards, at a total cost of £22,000, or about six pence lialf-penny per cubic yard, exclusive of outfit, interest, or depreciation. The return by scows up to this time was as follows: In 1851 from 10th July to 14th November, 1 dredge filled 1124 J ecow?, 7853 " 22rd May to 16th " 2 " " 1169 " 1853 " 21st May to 23rd •' 2 " " 7943 " giving a total of 1 6,226 1 scows, at seventy cubic yards per scow, equal to 1,135,855 cubic yards. The return by scows of 1,135,855 cubic yards, as cor- responding with the measurement of 815,000 cubic yards of solid contents, missing from the channel, shews that the excess of the measurement " in spoil " is forty per cent., or that fifty yards " in excavation" will measure seventy yards in the scows. The number of scows filled in 1854 was 9663, equal to 676,410 cubic yards, making the total quantity dredged to close of 1854, 1,812,265 cubic yards measured in scows, or 1,294,475 cubic yards measured in excavation, and if to this be added 85,436, the amount removed by harrow, we have a total of 1,379,91 1 cubic yards, measur- ed in excavation, removed for an outlay of £74,000 (including the full value of outfit,) or nearly thirteen pence per cubic yard. The cost exclusive of outfit is £42,300, or about seven pence per cubic yard. A similar measurement and calculation, applied to the straightor Board of Works channel, shew the present result of the operations there to have been attained at a cost per cubic yard, /owr times greater than that in the old. In the four full months of 1854, July, August, Septem- ber and October, the two dredges averaged tv/enty-five working days each month, and filled 7,523 scows, (rais- ing together seventy-five scow loads daily,) which at n seventy cubic yards per scow, gives 526,610 cubic yards in one hundred days, or 5266 cubic yards per diem. In 1846 the daily work of these same dredgea in the "straight'* channel was reported as "most satisfac- tory," when rtjmoving on the average 2321 cubic yards per diem. In the last year of operations in the straight channel the work of the dredges was considerably im- proved, and they were reported as averaging together forty-four scow loads, or about 3000 cubic yards, daily. In order to show the remarkable superiority of the fore- going performance of dredges working on the radius cutting principle, I give some data of the ordinary me- thod furnished by a friend in Plymouth, England : "A forty-horse-power dredge at Holyhead, (with a " double set of buckets,) working in thirty-five feet of ** water, raised one hundred and ten tons in forty minutes. " A Government dredge of thirty-horse-power, now work- " ing here, is said to raise ninety tons of mud per hour, « — depth of water from four to twenty feet. Thia ma- " chine was built at Southampton. " Another, belonging to a contractor, has been " working here for three years ; it is calle(> a thirty- *' horse-power (cylinder two feet six inches, stroke three ** feet C 'nches,) and has raised sixty tons of mud per " hour, but its average work 'n that material, during three ** hours, has been only 2000 tons per week. <'One of the Clyde dredges (sixteen-horse-power, cost ** £2800,) ased in twelve hours, 160 tons of hard clay. 180 " of gravel. 230 " of sand. 250 " of mud. 300 « of soft clay. •* It consumed in twelve hours, one ton of coal, or eleven *• and three-quarters pounds per horse-power per hour. " Twelve men worked the machine ; fourteen the punts. ** A twentv-horse-power dredge, built at NewcastlCj « raised 2000 tons of mud per week, at a cost of six « pence per ton, (unloading included.)" 20 The Holyheadr/ou^/edredge raised at the rate of one hnff* died and sixty-five tons per hour. The Clyde single dredge raised at the rate of twenty-five tons per hour. The other performances are under one hundred tons per hour. These may be considered the best work of the dred^^es- quoted. The new forty-horse-power double machine, started in the Clyde in 1851, has raised for the last yrfir 106,848 cubic yards in 1822 hours working time— lesar than sixty yards, or about one hundred tons per hour. The ordinary work of the dredges in Lake St. Peter is to raise two hundred and eighty-nine tons per hour, esti- mating the materia' dredged to weigh one hundred and twenty pounds per cubic foot, while the best work of these single dredges has been to raise four hundred tons per hour for the whole day : that is, they have filled fifty- six scows in ten hours, each scow containing seventy yards in spoil, or fifty of the solid deposit. I have also prepared a statement shewing the number of vessels, their dimensions and crews, from v/hich the magnitude of the operations may be estimated; and for the purpose of comparison, I give some statistics of dredging in the Clyde, where the largest operations of this kind have been carried on. From these it will be seen that a greater amount of work has been done in one year at a much less cost in Lake St. Peter than has been done in any one year in the Clyde, or elsewhere. A table showing the fluctuations in the depth of water on the Flats of Lake St. Peter, for the last four years, is appended, for the purpose of showing the dales and du- ration of the period of low water. SURVEY AND ESTIMATE. I hav€! already explained the more important objects of the exploration of the different channels, obstructions, &c., above and below Lake St. Peter, made in Septem- ber and October, 1853, and the subsequent winter survey, on the ice, in the Lake and at points above it ; but in vin- dication of the expenditure for such a step, I will here allude more fully to it. t\ When I assumed the ofllce of t^'ngineer to the Commis- sion, we were in possession of no other information with regard to our operations in the Lake than was to be obtained from Bayfield's Charts, and tlic annual Reports of the Superintendent. Inconsequence probably of the failure of previous operations in the straiglit channel, there was some doubt thrown on the statements made as to the depth and width of the channel already dredged on the old route, and although I had satisfied myself of the correctness of the Superintendent's Reports, yet, as the work extended over many miles of surface, — was all under water and not easily tested without considerable time and labor, — I considered it indispensable that thf-re should be placed on record a chart shewing the exact position of the work done, as well as its extent. More- over, without such a chart, none of the future changes which might arise out of our operations, could be traced and estimated ; nor witiiout an actual measure lent of the excavation, as determined by the dimensions: of the channel, could we establish the ratio of the measure- ment as computed from the number of scows filled, or ascertain the actual cost of the work done, so as to refer it to a standard by v>.^hieh the value of the work remain- ing to be done could be estimated. Thus, it is clear that the work remaining to be done must be measured '' in excavation,'' while that already done, had bee}i mea- sured in the scows ; and as every hundred yards n.easured in the bottom makes about one hunared and forty yards when measured in the scows, forty per cent, must be added to the price per cubic yard of that already dredged, (when measured in the scows) in order to obtain the value of that remaining to be dredged. In all preced- ing measurements and reports referring to Lake St. Peter, f cannot find that this obvious distinction ' itween the two modes of measurement has been taken into con- sideration, and this single circumstance alone may account for many of the discrepancies in the returns, and failures in the estimates for the straight or Board of Works dianneL m 22 Lastly, it was highly important, before the full width or depth was given to the proposed channel, to ascertain whether it was uniform in depth and width, and straight in its direction, in order that any necessary trimming or widening could be taken wholly off of one side, or both, as would prove requisite ; and most especially was it desirable that the direction of this new channel should be accurately ascertained ivith reference to the deep pools with which it communicated. The boundaries of these pools had hitherto been loosely defined by the few sound- ings to be found in Bayfield's Charts, but for the purposes of a work of this magnitude it was important that their contour should be fully developed, which has now been done in the most accurate manner by surveys and sound- ings on the ice ; and the result shews the correctness of the alignment of the dredged channel with reference to deep water above and below it. The charts of the shoals at Pointe aux Trembles, Cap St. Michel and Lavaltrie, with the measurements and soundings made on the ice, shew the nature and extent of the dredging required. From the strength of the cur- rent at these places this result could not have been arrived at as certainly or as economically by means of boats. The large chart of the St. Lawrence between Mon- treal and Quebec has been prepared for the purpose of enabling the public to see at a glance the general capa- city of the channel, and to shew that the attainment of a draught of twenty feet at low water is as practicable as it is desirable. From the estimate annexed it will be seen that the cost of a channel three hundred feet wide, through all the obstructions met with between Montreal and Quebec, is estimated as follows: Fov a depth of 18 feet at low water, £41, 74 3 § 1 Additioual for 19 feet " " 21,90? 19 !« «' 20 feet " " 25,009 3 3 Total, £88,G60 9 4 53 Or say £90,000, including the bar at Pointe a Levraut, &c., and p.dding expenditure already made by the Com- mission, (including £19,000 for new outfit for the twenty feet line,) at £93,000, we have a total of £183,000 as the cost of adding nine feet to the draught of vessels coming to Montreal. Of this expenditure £40,000 is for outfit, which will be in good order on the completion of the work. However large these figures may appear the sum in my judgment bears no proportion to the magnitude of the object to be attained. CLYDE NAVIGATION. As the best introduction to the commei lal bearing of the deepening of the channel of the St. Lawrence be- tween Montreal and Quebec, I give a short statement of what has been done in the Clyde. One hundred years since, vessels drawing three feet three inches to three feet six inches only, could ascend the Clyde to Glasgow. In 177S certain improvements were commenced, for the purpose of assisting the action of the tide, and, in 1806, vessels drawing eight feet six inches could ascend to Glasgow. In 1824, when the first steam dredge (No. 1*) commenced work, the depth had been increased to eleven feet. The second dredge was started in 1826, a third in 1830, a fourth in 1836, a fifth in 1841 ; and, in 1850, a depth of seventeen and a-half feet at neap tides had been gained. The value of the working machinery for the improvement of the Clyde was estimated at £39,000 sterling, in 1845, since when an additional sum of about £18,000 has been expended in new plant. The total expenditure for the River and Harbour, by the Clyde Trustees, within the last hundred years, has been about £2,000,000 sterling. In deepening the Clyde about 6,000,000 cubic yards, have been removed, 2,000,000 of which were previous to * In 1851 a uew double dredge of forty-horae-power was substituted for iifo. 1. the commencement of the dredges in 1824, chiefly by the scour of the tide, aided by dykes and jetties. Of the remaining 4,000,000, about 3,500,000 have been re- moved since 1840, at an average cost of about thirteen pence sierling per cubic yard. The annual expenditure for dredging, since 1840, averages about £15,000 ster- ling — the sum of £2 12,537 sterling having been expended for this purpose since that date. The depth secured is twelve feet at low and eighteen feet at high water, and the width of the excavated chan- nel in the narrowest parts is less than one hundred feet. To preserve this depth an annual dredging of 160,000 to 180,000 cubic yards, and an outlay of about £8000 stg. per annum, for dredging and repairs, are required on a river eighteen miles in length. A single bank near Bow- ling accumulates so rapidly that it has cost £1200 a-year to keep it down. The cuts through the sevcal banks are three hundred feet wide — the same width as proposed in Lake St. Peter. The " plant " consists of five dredges, aggregate power one hundred and sixteen horses, one eighty horse-power tug (iron,) two hundred and sixty- two punts, forty boats, a diving bell, and thirty-four buoys with screw moorings. The financial and legislative history of the Clyde navigation is not less interesting. In 1758 the first Act was obtained for improving the River upon Smeaton's plan. A lock was to be built, with a dam across the channel at Marlinford (four miles below Glasgow,) by means of which four and a-half feet depth of water was to be secured upward to the Harbour. Fortunately this plan was not carried out, and in 1768 Mr. Golborne recommended the plan of jetties, &c., to assist the action of the tide. In 1770 an Act was got to deepen the whole stretch of the river, from Dum- barton up to Glasgow, to a depth of seven feet at neap tides. Powers were given in this Act to levy dues vpon shipping to be applied towards improving the River, and in the same year a revenue of £147 sterling was drawn. In 1771 the revenue, amounted to £1071 sterling. , 25 , In 1809 an Act was got to deepen to nine feet at neap tides, and to borrow £30,000 on the credit of the trust. Previous to this tlie monies necessary to carry en the v/ork had been advanced by the Town of Glasgow, but at this time had all been repaid out of the trust revenues. In 1834, when the first steam dredging machine was set at work, the River had been deepened to eleven and a half feet, the revenues had reached £8500, the size of the ships was increasing, and Glasgow owned one hun- dred and eleven vessels, amounting to 14,000 tons. In 1825 a fourth Act was got for deepening to thirteen feet at neap tides, and in fifteen years therefrom vessels of three hundred and four hundred tons, drawing twelve and thirteen feet water, were numerous in the Harbour, although they could no^ iss the River in neap tides. The number of vessels d increased three-fold, their tonnage five-fold, and the revenues had increased five fold, amounting to upwards of £40,000 per annum. In 1840, therefore, an Act was obtained defining bold lines of River and Harbour improvement, and for deepening to seventeen feet at neap tides. In 1846 an Act was obtained for increased Harbour accommodation ; the number of vessels belonging to the Port then amounted to 513, and their tonnage to 134,603 tons. The trust revenues had risen to £51,198 sterling; the total amount drawn since 1770 being £906,554 ster- ling, and the total expenditure £1,253,951 sterling. In 1850 the revenues amounted to £64,000 sterling. The customs of the Port of lai^gow have risen from £3000, in 1811, to £640,000 in 1550. It has been remarked, that under the first Act obtained for the improvement of the Clyde, (that is, for the construction of the lock and dam upon Smeaton's plan,) no dues were to be levied until after the works were completed, thus requiring a heavy outlay of capital before any return could be made — conditions which placed the work in a posi- tion similar to that held by our railways. The second Act, however, which authorized the levying of dues on ship- 26 ping, created an immediate fund, and the primary cause of the finanaal success of the Clyde improvements is ascribed to the system of removing ford after ford, and gradual ly deepening the channel as the revenues increased. The revenues of the Clyde Trust for the year ending 1st July, 1854, were: From Tonnage dues, £50,772 4 3 " Quay « 11,582 1 4 « Shed *« 8,798 6 « Crane « 923 11 2 «« Weighing " 1,943 10 11 £74,019 8 2 And from miscellaneous sources, 12,560 17 9 Making a total of. ..£86,580 5 11 The progressive gross revenues since 1850 have been : In 1850, £64,243 « 1851, 68,875 " 1852, 76,077 « 1853, 77,919 " 1854, 86,580 The gross receipts since 1842 have been £774,703 ; the expenditure in the same period has been £1,422,438 of which the following are items: Interest on loans, £270,823 Land for enlargement of Harbour, 349,685 « " widening of River,.... 100,798 Constructionof works in Harbour, 222,517 " " " " River,... 33,895 Dredging in River and Harbour,. 126,012 The debt has increased from £219,119, in 1842, to £811,480, in 1854, the interest on which is £29,742. The surplus revenue of 1851 was, £17,574 1852 " 19,065 1853 " ,,,,,,,,,.,,,,,,, 19,899 1854 « 21,623 m I have quoted at this length from the history of the Clyde improvement, because there is a manifest analogy in the position and action of Glasgow and Montreal. Mr. Walker, C. ., re.^orting to the Clyde Trustees in 1852, says : " Mr. Ormiston states that ' many of the Glasgow outward-bound ships load at Glasgow to about 15 feet 6 inches, and either call at Greer 3ck, or anchor at the Tail of the Bank, where they load up to about IS feet ; seldom, if ever, above 19 feet."* That " the lighter ships have, (with the exception of the very largest,) nearly all left Greenock and Port Glas- gow, and have come up to Glasgow," and " that, although Greenock has fewer vessels, the tonnage of these is greater. Vessels drawing 22 feet are common enough, and 2 feet more is not extraordinary." " This," he observes, " shows that all vessels come up to Glasgow, which possibly can, and the larger ones might reasonably be expected to fol- low, if encouragement were given them, as Greenock and Port Glasgow are, after all, only the deep sea port of Glasgow." IMPORTANCE OF THE WORK. It may be argued that there is little comparison between the ponulation and commerce of Montreal and Glasgow ; and itV y be doubted whether the Clyde improvements have made Glasgow, or Glasgow the commerce of the Clyde ; yet it is evident that the one cannot now exist whhout the other, and also that Montreal is in a much better position than Glasgow was when the Clyde im- provements were commenced. In the trade of the St. Lawrence and its great Lakes, we have a future most promising, and a commerce within our own reach, which must be as far before that of the Clyde as the area of the vallry of the one River exceeds that of the other. The commerce of the Lakes ivest of Buffalo is now esti- mated at 1200,000,000, of the Mississippi $150,000,000, and tlie steam commerce of the Ohio at |80,000,000. The Mississippi and Ohio are connected with the Lakes i ^ ^ ii by cai.als and numerous railways, made and making, the yearly tendency of which is to draw up commerce from the lower Mississippi to the St. Lawrence, giving this commerce an outlet to the Atlantic States, and the seaboard, via Buffalo, Oswego and Ogdensburgh, in pre- ference to the natural route via New Orleans. Moreover the propeller is rapidly taking the place of the sailing vessel, and (the St. Lawrence being now open to Amer- ican trade) the day cannot be far distant w^hen Montreal will become an entrepot, during the season of navigation, for that trade which is rapidly overgrowing the capacity of the enlarged Erie Canal, and of all the railways which debouche on the Atlantic — from Portland to the Capes of Virginia. The lake propeller will then meet the ocean screw steamer at the head of ship navigation on the St. Lawrence — wherever that may be. This point must either be Quebec or Montreal, and it may be supposed that it is a matter of indifference to the Province at large which becomes the favoured locality, and that therefore the deepening of the St. Lawrence between these two cities is a local or Montreal question. This considera- tion appears to have influenced the Legislature, in 1847, in abandoning the Provincial attempt to deepen Lake St. Peter. The subsequen granting, however, of powers to levy dues upon the trade of the St. Laicretice for this purpose was an acknowledgement of the Provincial im- portance of the work, and it may not be out of place here to endeavour to show how Canada is interested in extending her deep seaport one hundred and fifty miles further into the interior. This involves the considera- tion of the problem, " where can the sea and inland trade of the St. Lawrence most economically meet? whether should the lake propeller (the smaller cruft) descend to the lowest possible point, to meet the Atlantic ship, or whether the latter (the larger vessel) should ascend to the highest possible point ? If we were considering only the through traffic, it would become simply a question whether three or four ^ ^ 29 lake craft could make the additional voyage from Mon- treal to Quebec cheaper and quicker than one ocean vessel could ascend the additional distance between Quebec and Montreal; and, (he relative facilities for transhipment at the two ports. But practically the ocean vessel may wish to discharge part of her cargo at Quebec, and a still greater portion for local consumption or dis- tribution by railways at Montreal, the remainder only b(iing in transitu for more western ports. If it be assumed that the delivery to the railways could be done at Point Levi instead of Montreal, there would be only the Mon- treal goods subjected to an extra transhipment, and the additional cost of railway, — over water borne — transport between Quebec and Montreal on the railway delivery. There are, however, two local considerations which affect the general question, which are of much importance and, in my judgment, conclusive as to the superior ad- vantages under which the Provincial import trade oan be carried on through Montreal as compared with Quebec • and where the imports are landed, the exports can be most advantageously shipped, excepting, of course, the timber trade and its peculiar requirements. The ocean trade is limited to a certain number of voyages which may be made between May and Novem- ber, and the number of these long voyages cannot be influenced by the comparatively trifling addition of the ascent to Montreal. It may be assumed, therefore, that the same number of ships will do the same business whether they come to Blontreal, or stop at Quebec, but this cannot be said of the inland voyage. A greater number of inland cr^.ft, therefore, will be required to bring down the same amount of produce per annum, if taken to Quebec than if left at Montreal. Practically, when lighterage is avoided, the same rate of freight may be expected to obtain between Montreal and European ports as for Quebec, and thus Canada West is brought virtually 160 miles nearer the Atlantic ; and Lake Erie has a sea port, on her own waters, at least one hundred miles nearer than New York. 30 I! The second consideration is the relative advantages of Quebec and Montreal, for the particular trade now enjoyed by each. The all-important advantage of a hi^'h tide will ever give Quebec the preference as the timber shipping port. This trade can be best accommodated by vessels anchor- ing in the stream, their cargo being floated to them by every tide, while the broad beaches laid dry by every ebb serve as dressing gound on which the timber is pre- pared for shipment. The great demand for space for such a peculiar traflic will make coves more profitable than wharves ; and without expensive docks a large commercial busines cannot be carried on to the same advantage as in the undisturbed level of the tideless Har- bour of Montreal. From Captain Bell's Report it will be seen that a depth of sixteen and a-half feet throughout may be obtained for vessels ascending to Montreal, in September, 1855, and one of eighteen feet in the same month of 1856, pro- vided the south channels at Becancour and Vercheres are lighted and buoyed. The completion of the channel to a depth of twenty feet may be effected in 1857, but need not be delayed beyond the summer of 1858. To Captain Bell's Report with respect to lights and buoys, I have nothing to add. On the completion of the deep channel permanent instead of flioating lights will probably be established in the Lake. The requirements 'n the Harbour of Montreal, I pro- pose to make the subject of a separate Report so soon as the plans for the same are matured. I have the honor to be, Sir, Your obedient servant, THOS. C. KEEPER, Eng. Harbour Com. u o o CM CO •-4 o o oil a a • i-H -M 03 » H H M 2 Cost. IF 3f « ? o . o e* 9I w o © c 11,610 2,982 491 1,;J39 — } 1 05 -r © '-5 :£ 'c: ti Q i ^ S ^ '' i ^1 • H SI M .<• O H P o d © « « « ; j CO « «5 l}| 50 .- 1.0 «.» ."S 5? =■ 3 to o o ■^ o iM i» CO : f, ''" i t 1-5 1 fdi- CO to ■» : w © rH iM rt : .2 x" on. O -^ rH 05 : ^1 S, S. 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HJ :« o [t'oojoiioij -(lomsuoy -5 « 1 e 05 (M f-H rH ■* 0-1 •HH a « t- O © io J.IAO h- 1 Eh fe rH IS rH in o I** o .^■w i£ « C a a o c^ c,M a 3 § S 2 f ^ ^ 3 H « CC M -S ^ br^ ^ ^ r5 ® o ca g ■S ^ »■-■ a «3 o o £ tnOOC-ayOj ■- o ?; e «3 S S^-" -Wpa «^c' ^ K^ •— _« CI »4 f ^ ttT. 4» o '/: Q. ■-' » fe £: o-'M B^H a^ >, QfcjDrto.Oj^ I. t-Hj c a> a 3-^ H 0-3 U ^ i_ — ^ nj w -. Qj ^2 S j § ^ ? 3 1- I I ^■ o rt ~ .££ t; ''' 4^ i '. ^ ^ ,•, a H "i -t-» ? . "^ "^ S a "^ ^ fc £ S 2 = I. o -£ 8 =*= "' •'- • ? -IT __ '=^ O to -^ «^ -^ S CS " J u > !•;. 1 1851. 18.-.2. 1SJ3. ' 1854. j 1851. 1852. 18.53. 18,54. 1S.51. 1852 PATE. — - ])rcdl!cs. Dredges. DrcclKCS. 1 Dredires, Dredges. Dredges. Dredges, j ■ — 1 ~ Dredges. Dredg ~* — 1- N'o. 2. Scows. \0. ;t. No. 2. No. 3. ^.|j_ „_ ;j;o_ ;j_ j 1 Sfows. Scows. Scows. .^^^^.j|_ j j^|,^„,j,_ 1 No. 2. Xo.3. No. 2. No. 3. No. 2. No. 3. Scows. Scows. Scows. ; Scows. S<'ows. Scows, 1 1 No. i. : Scows. Scows, i Vo. 2. *cows. 31 W.2 AV. 5 S. AV. 13 ('. 23 .33 • 1 2 * Hi 21 46 38 S. 42 2,". 29 21 32 1- 1 1 i 1. 1 1 -7 w. 25 S. 21) 2t AV. 4 18 21 30 S. 30 20 31 3S 33 32 S. 41 A. 17 31 37 . W. . R..p- ■ 1 22 W.U 31 W. 17 W.U 31 W. W. 25 S. 41 41 27 37 41 38 S. IS 30 6 3i) . 40 2t 28 40 39 S. j ^^'. :;9 13 .')5 49 41.1 37 42 / 1 8 28 W. R.l R.12 A. s. U. 1 u. ]!. i; U. 13 u. It. ' s, i;. A. 7 A. U. i' K. Ii. 9 1! 40 s. W. 19 50 45 45 U. 31 s. 4ii 32 4i; 49 37 ».;^ 38 35 in 1 n 2ii S. 21 I? A\ . 10 1 '' 1 W. w. Itigli Water. 1 :i' 1( 37 37 31 ■nigii" Water. ; 1 10 j •■.... 28 17 1 ■\ ■r*" ■ 1 1 S. 13 ! 31 IS I'J s. ■■u."to" Sir. 2 W. .!• s. \V. 7 , \V. 31 5 35 S. 39 35 38 35 A. 17 42 S. 3t 40 t7 23 "0 37 ! 30 W.21 \V.19 7 'l ,1 1 '-' 23 2il W. A. .". W. 17 s. 30 ., 18 20 19 S. 39 45 38 .\.,'i:H.L W. 22 41 s. 29 39 35 A..Vi!. U.D.I 30 2^ i 28 2i 1 ' . W.IS W. 18 S. 35 28 35 21 1 7 19 ■* ' 10 4V 28 29 37 27 •iS 3.-) 37 . W.IS •1 1 3'l 25 2'J SO 31 i S. K. 3** 22 1 1 1 -1 28 1 .-— y- 1— — ^r: Total No. (ir Sfows flUed each nioutli. :■: 7 1 IS m; .*) 338 ■1 1 1 """ j 554 337 784 473 j 097 j ON! |t i'^ '^"^ ii 1 \ ■ii :i z 1 1 1 Tutal No. of working ij 1 3 (lays I'acU luoiith. ,1 | 9 1 11 "I., II ! II 1 21 11 22 14 21 21 1 1 1 .... 2 1 1 .Vvciiiii' S<'o\vs per | , 1 jg^ ! 5 diKy for each month. j j | 30.7 ]..h 11 ... 2ii,: 24 35.0 33.7 33.1 1! 30.0 1 1 23. _ — r — ■ ' t 1351._:7 WorkiML- nays, UW. Seows (UI.hI, 1 V,.VJ Avoraw iht Working Day. 2.. - 258 Worki,.g Days, 7159 Scows. 27.74 Average per Workior Day. ls53.-2« Workin. Hay., 7913 Seows, 3 XoTi!.— W. si*nifip s Wind, A, siormll "S Aui'.h' I'l, n. si3 lirtm Kit n's, R. D . sirii ' r Re rnrii ,j i>r-l'.' . 1{. ^. -i jii'i-* 11 ■iiiirini ■il'V. 1) liv S. ■• Wovki,.. Day. lS5t.-75 Working Days. 0.55 Senws. 85.10 Avcm«.M >• ^V"-'-'"-^ '"^^ ,,n.M 1) it li.i" I hv Sl.iiK. T. V. siiaillM 'IVmi.I'Vs AI.s.miI . I'fLF.l'lD, THE DETENTION, ANE CAUSE OF THE SAME, FOR EACH DA^ iriC SEASON OF 1854. mi . 8(12 77:1 IHVl. •1110 0U5 817 4'29 1170 TK) .■io.-. 312 807 801 n SS •a 22 13 25 "\ a 25 25 15 10 26 23 1 u 1 , ;h.Ii a:t,(l 3l).l ;i.-).;) ;!li.2 Si 17.1 2il,8 20.11 ,.3 ;m.2 34.8 37.1 /VME, FOR EACH DAY ^ DRI CAUSE d FR i 1851. Drcdg(!s, \VR. 1 851. « edges. D No. 3. Scows' Xo. Scow W,9 A.J Ij •• H J U CI » ( 1 ■' (• r I ri »• '«» .S O C^ f sw > 'I i I 00 CO o « u I* -^ ■ ■, >->; — r__--- — 7^r7rr~^^r~ CO in C/j . too «c ; •:; re -o ; „ ^ ^ ^ ,0 .fs in 21 2 rJ 2 2 2 " 2 2 Si !2 2222_ o o -i ■-■: ''^ >'"'"^ "^ 12 '" ;^ 2 ! 2 if 5 22 • C> .LOCI .«» ;"• «'-S^-' ' (« oc o; X ao cr -t^t^ji^HS «r w eo o o ''! 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